Elevator



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W. M. PRISBIE.- ELEVATOR.

No. 576,558. Patented Feb; 9, 1897.

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W. M; PRI SBIE. ELEVATOR.

" No. 576,568. Patented Feb. 9, 1897.

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\VILLIAM M. FRISBIE, OF NE\V HAVEN, CONNECTICUT.

ELEVATOR.

SPECIFICATION forming part of Letters Patent No. 576,568, dated February9, 1897.

Application filed May 23, 1895. Serial No. 550,430. (No model.)

To all whom it may concern:

Be it known that 1, WILLIAM M. FRISBIE,

a citizen of the United States, residing in the city and county of NewHaven, in the State of Connecticut, have invented a certain new anduseful Improvement in Elevators, of which the following is aspecification.

The invention may applyto all of the ordin-ary styles of elevators toraise and lower passengers and freight in buildings. I have wrought outthe invention in connection with the improvement in elevators set forthin the patent to me dated March 20, 1894, No. 516, 987, and I willdescribe it as thus applied.

The invention includes important im provements in the means forcommunicating motion from the quick-running electrical motor to theslowly-revolvin g drum for effectin g the hoisting and lowering, whichimprovements, among other advantages, reduce the friction and wear dueto the end thrust on the quick shaft, provide for taking up any end playby operating from the outside, and provide increased momentum of theparts and thereby contribute greatly to the rapidity and force withwhich the power can be brought into action to raise or lower, andprovide an intermediate wheel to receive and communicate to the drum themotion from either of two worm-wheels arranged on opposite sides of themotor-shaft and each engaging with the endless screw-threads thereon.

It also includes improvements in the provisions for holding the drumstationary when the mechanism is neither raising nor lowering,improvements in the means for receiving the initiatory movement to stopthe machinery when the hoisting-rope is slackened, so as to be affectedequally by such a slackening in different portions of the drum, andimproved means for actuating a stop-motion by the aid of a governor whenthe required speed is exceeded.

The accompanying drawings form a part of this specification andrepresent what I consider the best means of carrying out the invention.

Figure 1 is an elevation showing the machinery seen endwise of the drum,partly broken away. Fig. 2 is a plan view, partly in horizontal section.Fig. 3 is an elevation showing an opposite side to that in Fig. 1.

volving shaft thereof, carrying a fly-Wheel B and an endlessscrew-thread or worm B which engages with two worm-wheels C and D,carrying shafts C and D, extending parallel to each other and to thedrum P The considerable end thrust to which the quick-runningmotor-shaft B is subjected is received on a circular series ofantifrictionballs F. A nut B, secured by the pinchingscrew B allows allend play to be convenientl y taken up. The fiy-wheel B is strong,adapted to resist the great centrifugal force to which it will besubjected, and contributes largely to the ability of the elevator tostart promptly when a heavy load is suddenly imposed upon it.

Each shaft C and D carries, firmly fixed thereon, clutch-wheels C and Dwhich may be a little larger than the corresponding Wormwheels C and D,being mounted one considerably out of the plane of the other, so as toafford room both for those wheels and for the accompanying wheel whichmatches with each, the parts being fitted to serve as Frisbiefriction-clutches, the wheel C rigidly fixed on the upper shaft C, beingengaged frictionally with a corresponding wheel M which is fixed on thesleeve M, mounted on the shaft C, with liberty to move a little endwiseand carrying a nicely-cut spur gear-wheel M. The wheel D correspondinglyengages and disengages frictionally with a wheel N mounted on a sleevewhich is concentric to the shaft D and which carries a correspondingspur gear-wheel. The means for controlling these friction-clutches,engaging one and disengaging the other as required to cause theelevator-car to rise and lower, will be described farther on. These twospur gearwheels, the wheel M and a corresponding wheel (not shown)directly below it, each engage with a nicelycut spur gear-wheel E, whichI term the intermediate wheel,which also gears with the large spurgear-wheel P on the shaft P of the drum P This important member of themechanism, the drum, may be of any ordinary or suitable construe tion. Ihave shown it as east iron, grooved spirally and receiving in itsgrooves a wire rope N, which, it will be understood, extends upward overa suitable sheave and by the winding and unwinding of which on this drumthe car (not shown) is raised and lowered.

R is a horizontal shaft lying parallel to the shafts C and D andperforming the important function of controlling the motion of the drum.It is rocked in its bearings by means of a crank-arm R, which is engagedby a link B which latter may be moved to the proper extent to and fro bya rocking lever R which turns on a fixed center and is provided at itsupper end with a segment of gear R which engages a pinion R keyed on thehub of the large wheel or sheave R, which latter turns loosely on theshaft P as a center and receives the ordinary operating-cord, which, itwill be understood, extends up in the ordinary manner through the car.(Not shown.) There are other means of rocking the shaft R, which I willpresently describe.

The shaft It carries two devices which may be termed cams R R which areprovided with nicely-finished deep grooves, each oblique to thecircumference at the middle portion, the obliquity of the two cams beingin opposite directions. The groove in the cam R operates a lever Y,turning on a fixed center A and engaging a cone Y mounted on the shaft 0and free to slide endwise thereon, properly arranged to actuate thelevers C of the friction-clutch C M thereon. The groove in the cam Roperates a lever Z, turning on a fixed center A"and engaging a conemounted on the shaft D and free to slide endwise thereon, properlyarranged to actuate the levers D of the friction-clutch D N thereon.

The grooves in the cams R and R are so formed and arranged that arocking of the shaft R to the full extent in one direction will liberateor relax the grip of the frictionclutch 0' M and tighten the grip of thefriction-clutch D N while a rocking of the shaft R to the full extent inthe opposite direction will induce the opposite conditions, thetightening of the grip of the clutch C M and the relaxing of the hold ofthe clutch D N It follows that the turning of the shaft R in onedirection to its extreme position will cause the-drum to wind up therope N and hoist the car, and the turning of the shaftRin the shaft Rand its attachments in which both the friction-clutch C M and thefrictionclutch D N relax their holds and are of no effect.

The intermediate shaft E extends out beyond the framing and carries onits overhung end a wheel E which serves relatively to a correspondingstationary disk A as the members of a Frisbie friction-clutch. The diskA instead of either giving or receiving motion, is a portion of thefixed framework of the machine, so that the engagement of this clutchserves as a brake to prevent the motion of the mechanism. E are thelevers of this friction-clutch. They are subject to the action of a coneH which is movable endwise on the shaft E, being operated by a forkedbell-crank lever II, which turns on a fixed center A, and the horizontalarm of which is engaged by an always nearly-horizontal lever I, whichturns on a fixed center A and is operated by a pin 1 which is re ceivedin an A'shaped slot 1, formed on the widened lower end of the uprightlever R lVit-h each change of the position of the lever R to stop orreverse the motion of the drum the action of the slot r on the pin 1operates the levers I and H. The parts are so proportioned and arrangedthat when the lever B is in the upright position the pin I is in themid-length of the slot 9, and the levers I and II are so held that thecone II is inward and the friction-clutch E A is engaged, holding thedrum stationary. This condition may remain for any period while themachine is at rest. The construction insures that this condition willalways obtain for a short period during each reversion of the motion ofthe drum. This follows from the fact that the lever B in changing itsposition from one extreme to the other must go through the middleposition, in which latter it is certain to hold the clutch E A engaged.Under ordinary conditions of rapid reversion this period of engagementand consequent holding of the drum at rest is very brief. During thisperiod, whether long or short, the friction-clutch E A is firmlygripped, holding the shaft E locked to the stationary frame of themachine, so that the drum P and the connected rope N are held stationary. The result corresponds with that attained in my patent of 1894,referred to, but the mechanism whereby this is attained is preferable insimplicity, strength, and relia bility.

Of the three other means for controlling the machinery two operate theshaft R by acting through the same lever B and connections, and operateunder certain conditions to turn the shaft B into the intermediateposition, which will arrest the drum P and hold it stationary.

lVhile the drum P is being revolved in the direction to wind up the ropeN, and consequently to hoist the car, the screw-threads on the shaft Pare causing the nut O to move IIO outward. This is so adjusted that thenut O is certain to reach its outermost limit and engage with the dog Pwhich is fast on the shaft I, at the same time that the car approachesthe top of its traverse. At this period a projection O on the nut O isstruck by the revolving dog P and is caused to effect apartialrevolution. The nut 0 being engaged with the yoke R and the latter beingfixed to the pulley R causes the latter to perform a partial revolution.The effect is to turn the pinion R and operate the lever R and thus toturn the shaft R in the same manner and with the same effect as if theoperation had been performed by the attendant pulling on the cord. Thismechanism to avoid overwinding is substantially the same as thecorresponding parts in my patent of 1894, referred to.

Then a car is descending and its descent is obstructed through'anycause, there is a liability to accident from the slackening of thehoist-rope. In the machine described in my patent of 1894, referred to,a bar extended across under the drum just out of contactwith the rope solong as the rope was under proper tension. A slackening of the rope,allowing it to hang below the drum at any point, would, by causing therope to touch such bar and depress it, effect the stopping of themachine. But in that device the bar turned lever-wise, one end sinkingmore than the other, and it followed that a slackening of the rope and acontact thereof with the bar near one end of the drum would be moreeffective in operating this stop-motion than a corresponding slackeningand contact of the rope with the bar at or near the other end of thedrum.

My present mechanism for operating in this manner is analogous to thatin the previous patent of 1894:, but is superior in the important pointthat the bar descends uniformly, moving bodily and uniformly downwardthroughout its Whole length whenever it is depressed atany point. Thismakes the slackening of the rope on one end of the drum equallyeffective with a similar slackening on the other end or on themid-length of the drum to induce a prompt operating of the stop-motion.

V is a shaft supported in bearings near the level of the lower part ofthe drum, but sufficiently removed therefrom laterally, and V V are armsextending horizontally from such shaft, each to a point under the shaftP. V is a third arm keyed rigidly on such shaft, the free end of whichengages with the lower arm of the bell-crank lever W, as shown in dottedlines in Fig. 2.

A horizontal bar V connects the free ends of the levers V and V and liesclose to, but out of contact with, the lower side of the drum and withthe rope N so long as the latter is tightly wound on the drum. It servesto receive the action of the rope N when it is slackencd and efiect theprompt stopping of the drum, so as to avoid accident from such cause.Its motion is Very simple.

IV is a bell-crank lever turning 011 a fixed center A and taking hold byits upper arm of a clutch-piece X, feathered on the shaft P, so that itmust turn therewith, but is free to be moved endwise thereon. Its lowerarm engages with the arm V so as to be raised and lowered therewith. Sosoon as the rope is slackened, it will, by hanging below the drum, touchthe bar V and acting through the shaft V and its rigidly-connected armsV V V turn the connected lever W and engage the clutch-piece X and causethe yoke R and its connections to be partially revolved, with theeffect'to operate the lever B and partially rotate the shaft R and stopthe drum. The arrangement insures that the slackening of the rope shallbe equally effective in turning the shaft V whether the bar V be actedon near one end of the drum or near the other.

There is still another mode of controlling the mechanism. This actsindependently. Each of the levers E of the clutch E A carries near itsfree end a considerable mass of iron or lead E, which enables themechanism, in addition to its other duties, to act automatically by thecentrifugal force of these weights whenever the speed of the drumexceeds a certain required degree, thus serving as an automatic stop toarrest the mechanism whenever any accident occurs which would cause therope to unwind too rapidly, and consequently endanger the passengers orfreight on the elevator.

WVhen from any cause-the car commences to descend too rapidly, andconsequently to induce an excessively-rapid turning motion of the drum Pit induces a correspondinglyexcessive rapid rotation of the quickerintermediate shaft E. The levers E of the friction-clutch on this shaftE are drawn in-- ward by the usual springs E, which are of sufficienttension to hold the levers inward in contact with the shaft, andconsequently to hold the clutch in the loose condition and allow theshaft E to revolve freely, so long as the velocity of the rotation issmall, but when through any accident or other cause the rate of rotationbecomes excessive the centrifugal force of the weights E induces them tofly apart in opposition to the tension of the spring E When this occurs,the grip of the friction-clutch E A is effected and the rotation of thedrum is arrested. When the velocity is sufficiently reduced to allow theweights E to be drawn inward by the spring E, the car may again descend,but at a proper slow rate, the loaded levers and the spring serving as agovernor to operate the clutch engaging with the stationary frame tokeep the velocity down.

While the details of construction shown in the drawings are the ones Iprefer, they are subject to modifications which would not depart fromthe principle of the invention and are intended to be included by theclaims.

Parts of the invention can be used without the whole. Additions may bemade.

It is expedient in most situations to cover the friction-clutches andgearing with shields adapted to protect them from blows and from dust.

I do not in this patent claim anything that may be inferred in regard tothe method of operating, such being claimed in another application forUnited States patent filed or to be filed by me of nearly even dateherewith.

Some of the advantages due to certain features of the invention may beseparately enumerated as follows:

First. By reason of the electric motor and the worm carried directly onthe shaft thereof running continuously in one direction at a high speed,making any required addition to the momentum by a fly-wheel on suchshaft, and of the two worm-wheels engaged on opposite sides of said wormwith independent frietion-cluteh connections from each to the drum, I amable to operate efficiently with a slow motion of the intermediatemechanism between the motor and the clutches, so that there is littleinertia to be overcome at the several changes of direction of themotion.

Second. By reason of my lever R with its angular slot 0- vibrated ateach change of direction of the rotation of the drum and of the lever Iand its connections operated by such slot, I am able to hold the carlocked motionless between each rising and sinking movement and to attainthis by simple and reliable mechanism.

Third. By reason of the weights E on the friction-elutch levers Earranged to be operated by the cone II and the provisions for moving thelatter endwise when required, I am able to retard the motion by means ofthe centrifugal force due to a high speed or to do so by moving the coneH and to attain both modes of working at the same time or at differenttimes by actingthrough the same mechanism.

Fourth. By reason of my intermediate shaft 1, I am able to connect thefriction-clutches to the drum and also to conveniently mount theadditional friction-clutch for slowing or arresting the-motion.

Fifth. By reason of a bar Y, which is touched by the hoist-rope N whenit is slackened, being arranged to work always parallel to itssupporting-shaft V, Iam able to insure that the slackening of thehoist-rope at any .point in the descent of the car will have full .ningmotor-shaft R, I am able to realize great force when suddenly requiredto start the car with little friction and to adjust the parts to take upslack without removing any part of the machine, but simply operating onthe pinching-screw and nut from the outside.

I claim as my invention- 1. In an elevator, an electric motor running inone direction, and a worm revolved thereby, in combination with twoworm-Wheels engaged on opposite sides, two correspondingfriction-clutches, and provisions for engaging them alternately eachwith its proper worm-wheel, and an elevator-d rum connected. to both,all arranged for joint operation substantially as herein specified.

2. In an elevator the lever B having the angular slot 0 turned in onedirection or the other at each change of direction of the rotation, incombination with the drum P and clutch E A and with the lever I engagedin such slot and connected to the brake, all arranged to servesubstantially as herein specified.

3. In an elevator having friction-clutch mechanism serving as a brakefor the winding drum, the combination therewith of weighted levers E Ethe cone I1 and connections extending to and actuated by thepower-controlling devices to intermediately effect the movement of thecone, the arrangement being such that the weighted levers will alsooperate the clutch to apply the brake when the speed of the winding-drumbecomes excessive, substantially as herein specified.

4:. In an elevator, the combination with a driving-motor andslower-driven speed-shaft E, geared with the drum, of friction-clutchmechanism mounted on the shaft and serving as a brake for thewinding-drum, weighted levers E", E the cone II and connectionsextending to and actuated by the power-controlling devices tointermediately effect the movement of the cone, the arrangement beingsuch that the weighted levers will also operate the clutch to apply thebrake when the speed of the winding-drum becomes excessive,substantially as herein specified.

5. In an elevator an electric motor running in one direction, and a wormrevolved thereby, in combination with two worm-wheels engaged onopposite sides, and two corresponding frietion-elutchesand an additionalfriction-clutch serving as a brake, and with a drum and an intermediategear-wheel E, the latter arranged to perform the double function of aconnection between the two frictionclutches and the drum, and a means ofcarrying the brake-clutch, all arranged for joint operationsubstantially as herein specified.

6. In an elevator having a stop-motion for arresting the drum when thehoisting-rope is slackened, the bar V extending longitudinally of thedrum, connections as the shaft V and arms V, V arranged to induce aparallel and uniform motion of such bar throughout its length, andconnections therefrom to the stop mechanism, arranged to servesubstantially as herein specified.

7. In an elevator an electric motor running in one direction and havinga worm B on a quick-running shaft B, the flyvheel Bantifriction-bearings F, and means as the nut 13 In testimony that Iclaim the invention above set forth I affix my signature in presto fortaking up the slack and Wear by operating ence of two Witnesses.

outside, in combination With friction-clutches 0 M and D N engagedalternately, and with the elevator-drum and suitable connectingmechanism, all arranged for joint operation substantially as hereinspecified.

W'ILLIAM M. FRISBIE.

Vitnesses:

THOMAS DREW STETsON, M. F. BOYLE.

